CN102356255A - Power transmission device - Google Patents
Power transmission device Download PDFInfo
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- CN102356255A CN102356255A CN2010800123266A CN201080012326A CN102356255A CN 102356255 A CN102356255 A CN 102356255A CN 2010800123266 A CN2010800123266 A CN 2010800123266A CN 201080012326 A CN201080012326 A CN 201080012326A CN 102356255 A CN102356255 A CN 102356255A
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- clutch
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- unit
- power transmission
- clutch unit
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 105
- 238000001514 detection method Methods 0.000 claims description 28
- 230000007246 mechanism Effects 0.000 claims description 17
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- 238000003199 nucleic acid amplification method Methods 0.000 claims description 4
- 230000000994 depressogenic effect Effects 0.000 claims 1
- 239000000446 fuel Substances 0.000 description 65
- 238000009825 accumulation Methods 0.000 description 22
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 description 15
- 230000014509 gene expression Effects 0.000 description 12
- 238000002788 crimping Methods 0.000 description 8
- 230000009471 action Effects 0.000 description 7
- 238000013016 damping Methods 0.000 description 6
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 238000005452 bending Methods 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000004043 responsiveness Effects 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000001143 conditioned effect Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
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- 238000007493 shaping process Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H2045/002—Combinations of fluid gearings for conveying rotary motion with couplings or clutches comprising a clutch between prime mover and fluid gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6608—Control of clutches, or brakes for forward-reverse shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/48—Control of exclusively fluid gearing hydrodynamic
- F16H61/64—Control of exclusively fluid gearing hydrodynamic controlled by changing the amount of liquid in the working circuit
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Fluid Gearings (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
本发明的课题是提供动力传递装置，其可以应用于具有变矩器的车辆，并且可以在怠速停止后的发动机起动时迅速且充分地向离合器单元供油，因此无需电动油泵，降低了成本。作为解决手段，具有调整单元(23)，其在怠速停止后发动机控制单元(22)起动发动机(E)时，限制或禁止油泵(31)对变矩器(1)的供油量，优先对离合器单元(3)供油。
The object of the present invention is to provide a power transmission device that can be applied to a vehicle with a torque converter and can quickly and sufficiently supply oil to a clutch unit when the engine is started after idling stops, thereby eliminating the need for an electric oil pump and reducing costs. As a solution, there is an adjustment unit (23), which limits or prohibits the oil supply of the oil pump (31) to the torque converter (1) when the engine control unit (22) starts the engine (E) after idling stops, giving priority to The clutch unit (3) is supplied with oil.
Description
Technical field
The present invention relates to power transmitting deice, its be set at from the motor of vehicle to wheel power-transmission system midway, and can be optionally to the wheel transmission or the driving force of breaking off this motor.
Background technique
In the power transmitting deice (automatic speed variator) of in the past vehicle, proposed to have the type (type that is called as what is called " bending moment type " start mode) of torque-converters and had the type (type that is called as what is called " starting clutch type " start mode) of starting clutch.Wherein in the automatic speed variator of bending moment type start mode, when starting,, can improve starting performance owing to the torque enlarging function that torque-converters had.On the other hand, in the automatic speed variator of starting clutch type start mode,, therefore can improve power transmission efficiency owing to for example in stable the travelling of vehicle, there is not the such slippage of torque-converters.
Yet, patent documentation 1 disclosed that kind for example, the type that has proposed in the automatic speed variator of bending moment type start mode, to have added lock-up clutch.The clutch plunger that this lock-up clutch has usually and the turbine in the torque-converters connects; This clutch plunger can and the coupled position of torque-converters capping inner circle wall butt and the non-coupled position left between move; When being in coupled position, torque-converters capping and turbine directly connect via clutch plunger.
From improving the viewpoint of fuel efficiency and environmental problem, as disclosed in the patent documentation 2, the vehicle that has proposed to have the idling hold function wherein in having the vehicle of torque-converters, stops vehicle automatically under the state that vehicle stops.Thereby this vehicle has and carries out work through the driving force of motor and make the oil pump of this clutch unit and torque-converters work to clutch unit and torque-converters fuel feeding; And except this oil pump; Also have electric oil pump, during engine start that this electric oil pump can be after idling stops to clutch unit and torque-converters fuel feeding.
The prior art document
Patent documentation
Patent documentation 1: TOHKEMY 2005-3193 communique
Patent documentation 2: TOHKEMY 2003-227565 communique
Summary of the invention
The problem that the present invention will solve
But, in above-mentioned power transmitting deice in the past, can improve starting performance though have torque-converters, beyond oil pump, also need have independent electric oil pump, correspondingly cost improves.
Because motor stops under idle stop state; Therefore oil pump also stops, and after idling stops, during engine start, can't carry out fuel feeding through oil pump rapidly; Therefore have the electric oil pump that when motor stops, also can driving, carry out fuel feeding through this electric oil pump.That is, when engine start, carry out fuel feeding,, need electric oil pump as service pump so during the engine start after idling stops, can't carry out fuel feeding to clutch unit rapidly and fully to torque-converters and clutch both sides.
The present invention proposes in view of such situation; Its purpose is to provide a kind of power transmitting deice; It can be applied to have the vehicle of torque-converters; And rapidly and fully clutch unit is carried out fuel feeding during engine start that can be after idling stops; Make to need not electric oil pump, reduced cost.
The means of dealing with problems
The described power transmitting deice of claim 1 comprises torque-converters, and it has the torque enlarging function; Clutch unit; It can be set to first power delivery status and second power delivery status; Wherein, Under said first power delivery status; The driving force of said motor is delivered to said wheel via the power-transmission system of said torque-converters; Under said second power delivery status, the driving force of said motor is not delivered to said wheel via the power-transmission system of said torque-converters; Oil pump, its driving force through said motor is worked, to said clutch unit and torque-converters fuel feeding and make this clutch unit and torque-converters work; The Clutch Control unit, it realizes said first power delivery status or said second power delivery status according to the state of vehicle and optionally make said clutch unit work; And control unit of engine; Its with vehicle be in below the preset vehicle speed be condition automatically shutting engine down realize that idling stops; And under this idle stop state, be that condition is piloted engine to have removed brake operating or to have stepped on gas pedal; It is characterized in that: this power transmitting deice also has regulation unit; When it stops afterwards to pilot engine through said control unit of engine in idling; The restriction or forbid the fuel feeding of said oil pump to said torque-converters, preferentially to said clutch unit fuel feeding.
The described invention of claim 2 is in the power transmitting deice of claim 1; Said regulation unit comprises hydraulic valve mechanism, and it has when common first feed path to the torque-converters fuel feeding, limit or forbid second feed path of fuel delivery and come the valve of this first feed path of On/Off through hydraulic pressure.
The described invention of claim 3 is in the power transmitting deice of claim 2, and said valve always is pushed to and makes said first feed path become the direction of closed condition.
The described invention of claim 4 is in power transmitting deice any one in claim 1 to 3; Also has the pressure accumulation unit that can carry out pressure accumulation to oil; And this power transmitting deice constitutes in idling and stops the back when piloting engine through said control unit of engine, the oil that gathers in this pressure accumulation unit is emitted and supplies with to said clutch unit.
The described invention of claim 5 is in power transmitting deice any one in claim 1 to 4; Also has detection unit; Whether it detects said clutch unit becomes transmission of power possibility state; And after said detection maybe state to transmission of power, remove said regulation unit to the fuel feeding quantitative limitation or forbid.
The described invention of claim 6 is in power transmitting deice any one in claim 1 to 5, has passed through the scheduled time when above when said idle stop state, and said control unit of engine is automatically piloted engine.
The described invention of claim 7 is in power transmission any one in claim 1 to 6; Said clutch unit comprises: the first clutch unit; It is worked when vehicle advances; Via the drive transmission systems of torque-converters the driving force of said engine is delivered to said wheel; And second clutch unit; It is worked when vehicle advances; The driving force of said engine is not delivered to said wheel via the drive transmission systems of said torque-converters; And said Clutch Control unit optionally makes said first clutch unit and said second clutch cell operation realize said first power delivery status or said second power delivery status according to the state of vehicle; And when after idle stop state, piloting engine by said Clutch Control unit, said Clutch Control unit only makes said second clutch cell operation.
The described invention of claim 8 is in the power transmitting deice of claim 7, also has: first live axle, and itself and said first clutch unit connect, can be via the drive transmission systems of said torque-converters by the driving force rotation of said motor; And second live axle, itself and said second clutch unit connect, and not via the drive transmission systems of said torque-converters by the driving force rotation of said motor, and said first live axle and second live axle form concentric circles.
The described invention of claim 9 is in power transmission any one in claim 1 to 6; Said clutch unit comprises: the forward clutch unit; It is work when the advancing of vehicle; Via the drive transmission systems of said torque-converters the driving force of said engine is delivered to said wheel; And lock-up clutch unit; It is not delivered to said wheel via the drive transmission systems of said torque-converters with the driving force of said engine; And said Clutch Control unit optionally makes said forward clutch unit and said lock-up clutch cell operation according to the state of vehicle, to realize said first power delivery status or said second power delivery status.
The described invention of claim 10 is in power transmitting deice any one in claim 1 to 9, automatic speed variator be set at said vehicle the power-transmission system from the motor to the wheel midway, between said clutch unit and the said wheel.
The described invention of claim 11 is in the power transmitting deice of claim 1 to 11, and said automatic speed variator is a stepless speed changer.
The effect of invention
Invention according to claim 1; When idling stops afterwards to be piloted engine by control unit of engine; Restriction or forbid the fuel delivery of oil pump to torque-converters; Preferentially clutch unit is carried out fuel feeding; Therefore can be applied to have the vehicle of torque-converters; And can carry out fuel feeding to clutch device rapidly and fully during the engine start after idling stops, making to need not electric oil pump, reduce cost.
Invention according to claim 2; Regulation unit is made up of hydraulic valve mechanism; This hydraulic valve mechanism has: in the time of usually to first feed path of torque-converters fuel feeding, limit or forbid second feed path of the delivery volume that this is oily and come the valve of this first feed path of On/Off through hydraulic pressure; Therefore, can be rapidly and successfully restriction or forbid to the situation of the fuel feeding of torque-converters and do not carry out this restriction or the situation of forbidding between switch.
According to the invention of claim 3, because valve always is pushed to the direction of cutting out first feed path, therefore during the engine start after idling stops, can be irrelevant and limit reliably or forbid fuel feeding to torque-converters with the responsiveness of valve.
Invention according to claim 4; Has the pressure accumulation unit that oil is carried out pressure accumulation; And constitute when idling stops afterwards by control unit of engine motor to be started; The oil of putting aside in this pressure accumulation unit emitted and supply with, therefore can carry out fuel feeding to clutch unit rapidly and successfully during the engine start after idling stops to clutch unit.
Invention according to claim 5; Have the clutch unit of detection and whether become transmission of power possibility status detection unit; And after this detection maybe state to transmission of power, remove regulation unit to the fuel feeding quantitative limitation or forbid; Therefore during the engine start after idling stops; Can carry out fuel feeding to clutch unit rapidly and successfully, and when the starting of vehicle, can bring into play the torque enlarging function that torque-converters has to greatest extent.
According to the invention of claim 6, passed through under the situation more than the scheduled time in idle stop state, control unit of engine is automatically piloted engine, and the driving responsiveness in the time of therefore can preventing the engine start after idling stops to reduce.
Invention according to claim 7; Clutch unit has the first clutch unit; It is worked when vehicle advances; Via the drive transmission systems of torque-converters the driving force of engine is delivered to said wheel; And second clutch unit; It is worked when vehicle advances; The driving force of engine is not delivered to wheel via the drive transmission systems of torque-converters; And the Clutch Control unit optionally makes first clutch unit and second clutch cell operation according to the state of vehicle; To realize first power delivery status or second power delivery status; Therefore; Can suppress the complicated of power transmission and maximization; And can improve starting performance by the torque enlarging function of torque-converters, the power transmission efficiency in the time of can improving stable travelling simultaneously.In addition, stop the back when being piloted engine by control unit of engine in idling, the Clutch Control unit only makes the second clutch cell operation, therefore can carry out fuel feeding to the second clutch unit rapidly and fully during the engine start after idling stops.
Invention according to Claim 8 has: first live axle, and itself and first clutch unit connect, and are rotated by the driving force of motor via the drive transmission systems of torque-converters; And second live axle; Itself and second clutch unit connect; And do not rotate by the driving force of motor via the drive transmission systems of torque-converters; And first live axle and second live axle form concentric circles; Therefore compare with the situation that second live axle extends setting respectively with first live axle, can make totally miniaturization more of power transmitting deice.
Invention according to claim 9; Clutch unit has: the forward clutch unit; It is work when the advancing of vehicle; Via the drive transmission systems of torque-converters the driving force of engine is delivered to said wheel; And lock-up clutch unit; It is not delivered to wheel via the drive transmission systems of torque-converters with the driving force of engine; And the Clutch Control unit optionally makes said forward clutch unit and lock-up clutch cell operation according to the state of vehicle; To realize first power delivery status or second power delivery status; Therefore, can easily be applied to relatively more universal all the time vehicle with lock-up clutch unit.
Invention according to claim 10; Automatic speed variator be arranged on vehicle the power-transmission system from the motor to the wheel midway, between said clutch unit and the said wheel, therefore can easily carry out the adjustment of driving force and adjust to the good travelling state of fuel efficiency.
According to the invention of claim 11, automatic speed variator is a stepless speed changer, therefore can carry out the adjustment of driving force continuously and adjust to the good travelling state of fuel efficiency.
Description of drawings
Fig. 1 shows the longitudinal section of the power transmitting deice of first embodiment of the invention;
Fig. 2 shows the schematic representation of the notion of this power transmitting deice;
Fig. 3 shows the enlarged view of the clutch unit of this power transmitting deice;
Fig. 4 is the sectional view of the IV-IV line among Fig. 1;
Fig. 5 is the clutch unit as this power transmitting deice, and the enlarged view of the state that only makes the first clutch cell operation is shown;
Fig. 6 is the clutch unit as this power transmitting deice, and the enlarged view of the state that only makes the second clutch cell operation is shown;
Fig. 7 is the clutch unit as this power transmitting deice, and the enlarged view of the state that makes first clutch unit and second clutch unit both sides work is shown;
Fig. 8 shows the schematic representation of the general structure of the variable-speed motor A that comprises in this power transmitting deice;
Fig. 9 shows the block diagram of details of the hydraulic control circuit of this power transmitting deice;
Figure 10 is the control mode table of the Clutch Control unit of this power transmitting deice;
Figure 11 is the sequential chart of this power transmitting deice;
Figure 12 is another sequential chart of this power transmitting deice;
Figure 13 shows the flow chart of control content of the control unit of engine of this power transmitting deice;
Figure 14 shows the flow chart of control content of the Clutch Control unit of this power transmitting deice;
Figure 15 shows the block diagram of details of hydraulic control circuit of the power transmitting deice of second embodiment of the invention;
Figure 16 is the sequential chart of this power transmitting deice;
Figure 17 shows the schematic representation of notion of the power transmitting deice of third embodiment of the invention.
Embodiment
Followingly mode of execution of the present invention is specified with reference to accompanying drawing.
The power transmitting deice of first mode of execution is used for wheel (driving wheel) is transmitted or cuts off the driving force of the motor (driving source) of automobile (vehicle); As depicted in figs. 1 and 2, mainly have: torque-converters 1, clutch unit 3, oil pump 31, Clutch Control unit 4, control unit of engine 22, regulation unit 23, first live axle 5, second live axle 6, damping mechanism 7 and three-clutch unit 8.Fig. 1 shows the longitudinal section of major component of the power transmitting deice of this mode of execution, and Fig. 2 is the schematic representation (concept map) that the power transmitting deice of this mode of execution schematically is shown.
As shown in Figure 2, to the figure of the power-transmission system of wheel (driving wheel D), be provided with torque-converters 1 and gearbox 2, wherein, be provided with clutch unit 3, three-clutch unit 8 and variable-speed motor A in the gearbox 2 at the motor E from as driving source of vehicle.In Fig. 1, label 11 expressions are from the extended input shaft of motor E, and label 9 expressions extend to the output shaft 9 of variable-speed motor A.
Torque-converters 1 has amplification and is delivered to the torque enlarging function of gearbox 2 from the torque of motor E and with it; Mainly have: torque-converters capping 1a and 13; It is transmitted the driving force of this motor E and can be pivoted, and under the close state of liquid, accommodates oil (working oil), is formed at torque-converters capping 1a side and the pump P that rotates together with this torque-converters capping 1a and relative with pump P and can be rotatably set in the turbine T of torque-converters capping 13 sides.
On the other hand, torque-converters capping 13 connects with coupling component 14 through the damping mechanism 7 that is made up of helical spring, and it is chimeric that the outer circumferential face of this coupling component 14 and second live axle 6 carries out spline.Therefore, when the driving force through motor E makes input shaft 11 rotations, cover part 12, torque-converters capping 13, coupling component 14 and 6 rotations of second live axle, the driving torque of motor E is passed to gearbox 2.So,, can under the situation via the drive transmission systems of torque-converters 1 driving force be delivered to gearbox 2 (second power delivery status) through second live axle 6.
As stated; Can be via the drive transmission systems of torque-converters 1; Driving force through motor E makes 5 rotations of first live axle; And this first live axle 5 is attached to first clutch unit 3a; And can the driving force through motor E directly make 6 rotations of second live axle under not via the situation of the drive transmission systems of torque-converters 1, and this second live axle 6 is attached to second clutch unit 3b.In addition, according to this mode of execution, first live axle 5 is cylinder-like parts, and portion's rotation within it is provided with second live axle 6 freely, and their spin axis is identical.That is, first live axle 5 and second live axle 6 form concentric circles.Therefore; 5 rotations of first live axle are positioned at the outside of second live axle 6 freely; And 6 rotations of second live axle are positioned at the inboard of first live axle 5 freely, can make first live axle 5 and 6 rotations of second live axle respectively independently through the selectivity action of clutch unit 3.
In first clutch unit 3a; Be formed with driving side clutch-plate 3aa connecting on the linkage part 15 of interlock with first live axle 5; And on housing 17, be formed with passive side clutch-plate 3ab, these driving side clutch-plate 3aa and the alternately range upon range of formation of passive side clutch-plate 3ab.Thus, but the driving side clutch-plate 3aa of adjacency with passive side clutch-plate 3ab crimping or separate.Fig. 5 shows first clutch unit 3a work and the state of driving side clutch-plate 3aa and passive side clutch-plate 3ab crimping.
In addition; In second clutch unit 3b; Be formed with driving side clutch-plate 3ba connecting on the linkage part 16 of interlock, and on housing 17, be formed with passive side clutch-plate 3bb, these driving side clutch-plate 3ba and the alternately range upon range of formation of passive side clutch-plate 3bb with second live axle 6.Thus, but the driving side clutch-plate 3ba of adjacency with passive side clutch-plate 3bb crimping or separate.Fig. 6 shows second clutch unit 3b work and the state of driving side clutch-plate 3ba and passive side clutch-plate 3bb crimping.Here " separation " be not limited to separation physically, be meant the state of having removed crimping, transmission of drive force under crimped status is broken off the transmission of driving force under separated state.
As shown in Figure 3; This clutch unit 3 has first clutch unit 3a, second clutch unit 3b and two hydraulic piston P1s, the P2 corresponding with this first clutch unit 3a and second clutch unit 3b in same housing 17, and can come optionally to make first clutch unit 3a and second clutch unit 3b work through the oil pressure that control is used to drive hydraulic piston P1, P2.
That is to say; Through injecting working oil among the hydraulic chamber S1 between housing 17 and hydraulic piston P1; The thrust of hydraulic piston P1 opposing Returnning spring 3c and to Fig. 3 right-of-center in political views's side shifting, its front end is pushed first clutch unit 3a makes driving side clutch-plate 3aa and passive side clutch-plate 3ab crimping.As shown in Figure 4, the driving side clutch-plate 3ba of second clutch unit 3b and passive side clutch-plate 3bb are formed with concaveconvex shape on periphery separately, in its recess, insert the front end of hydraulic piston P1.
Through injecting working oil among the hydraulic chamber S2 between hydraulic piston P1 and hydraulic piston P2; The thrust of hydraulic piston P2 opposing Returnning spring 3c and to Fig. 3 right-of-center in political views's side shifting; Its front end is pushed second clutch unit 3b, makes driving side clutch-plate 3ba and passive side clutch-plate 3bb crimping.Therefore, can make the hydraulic pressure of hydraulic piston P1 and P2 action, come selectively to make arbitrarily first clutch unit 3a and second clutch unit 3b work through control.In the drawings, label 21 expressions are arranged on the block of first clutch unit 3a side and second clutch unit 3b side.Through this block 21 being set, make second clutch unit 3b and first clutch unit 3a to work independently of one another in second clutch 3b side.
The housing 17 that constitutes clutch unit 3 connects the gear G2 engagement that forms on this gear G1 and the output shaft 9 with the linkage part 18 that is formed with gear G1.Therefore, the driving force that is delivered to the motor E of first clutch unit 3a and second clutch unit 3b can arrive linkage part 18 via housing 17, and is delivered to output shaft 9.
On the other hand, three-clutch unit 8 is made up of multiplate clutch, when the reversing of vehicle, transmits the driving force of motor E to wheel (driving wheel D) via the drive transmission systems of torque-converters 1.That is to say; When being made as " R " shelves (reversing) when the operation speed change lever that vehicle had; Be formed at the gear G3 on the linkage part 15 and be formed between the gear G4 on the linkage part 19 of output shaft 9 sides, the driving force of motor E is delivered to three-clutch unit 8 across the engagement of idle pulley (not shown).
Same with first clutch unit 3a and second clutch unit 3b; In three-clutch unit 8, have with output shaft 9 and connect and the housing 20 of linkage; In this housing 20, be formed with hydraulic piston P3, and alternately laminated driving side clutch-plate 8a and the passive side clutch-plate 8b of being formed with.Thus, action that can be through hydraulic piston P3 makes adjacent driving side clutch-plate 8a with passive side clutch-plate 8b crimping or separate.
It is condition that control unit of engine 22 becomes preset vehicle speed following (becoming from the speed of a motor vehicle during stop before being about to stop) with automobile (vehicle); Shutting engine down E and realize that idling stops automatically; And to have removed brake operating under this idle stop state or to have stepped on gas pedal is condition; The E that pilots engine, control unit of engine 22 for example are formed in the ECU (not shown) of control motor E.That is to say, motor E is totally controlled that control unit of engine 22 stops action about idling and controls with respect to ECU.Pilot engine after stopping as the idling condition of E has for example speed of a motor vehicle increase etc., also can be the combination of the various conditions of other conditioned disjunction.
According to above-mentioned embodiment; Has Clutch Control unit 4; It can come selectively to make arbitrarily first clutch unit 3a or second clutch unit 3b work according to the state of vehicle; Transmit the driving force of engine E to wheel (driving wheel D) via the drive transmission systems of torque-converters 1; Perhaps transmit the driving force of engine E under not via the situation of the drive transmission systems of torque-converters to wheel (driving wheel D); Therefore; Can suppress the complicated of power special delivery device and maximization; And can utilize the torque enlarging function of torque-converters to improve starting performance, and in stable the travelling of vehicle, improve power transmission efficiency.According to this mode of execution, can need not lock-up clutch.
In addition,, therefore compare with the situation that second live axle 6 extends setting (being arranged side by side) respectively, can make power transmitting deice miniaturization generally with this first live axle 5 because first live axle 5 and second live axle 6 form concentric circles.In addition, second live axle 6 connects via damping mechanism of the cogging that can decay 7 and motor 7, the vibration of the motor E that is delivered to second clutch unit 3b of therefore can decaying.
In addition; Clutch unit 3 in same housing 17, have first clutch unit 3a, second clutch unit 3b and with the first and second clutch unit 3a, two hydraulic piston P1, P2 that 3b is corresponding; And can make the oil pressure of hydraulic piston P1, P2 work come optionally to make first clutch unit 3a or second clutch unit 3b work through control, power transmitting deice is oversimplified and miniaturization generally.
Variable-speed motor A in this mode of execution is by stepless speed changer (Continuously Variable Transmission: so-called CVT) constitute.Specifically, as shown in Figure 8, stepless speed changer 25 be set at vehicle the power-transmission system from driving source (motor E) to wheel (driving wheel D) midway, the second clutch unit 3b and wheel (driving wheel D) of clutch unit 3.
This stepless speed changer 25 has two belt wheel Q1, Q2 and around the belt V between them, makes the movable wheel action of belt wheel Q1, Q2 and changes the diameter of the coiling portion of belt V, the speed change of expecting independently of each other through hydraulic control circuit 24.On the other hand; Stepless speed changer 25 have with vehicle in the Clutch Control unit 4 that is electrically connected of gear position sensor S2 and the control unit of engine 22 etc. of brake switch S1, speed change lever of brake petal, and the control that can realize hydraulic control circuits 24 by Clutch Control unit 4.Label S3 representes the accelerator open degree sensor of the gas pedal in the vehicle.
Because stepless speed variator 25 be inserted in vehicle the power-transmission system from motor E (driving source) to driving wheel D (wheel) midway, the second clutch unit 3b and driving wheel D of clutch unit 3, so second clutch unit 3b can be used for the clutch that makes clutch that vehicle advances and do not transmit the driving force of motor E via the drive transmission systems of torque-converters 1 to driving wheel D.Label F representes the differential gear that vehicle has among the figure.Label S4 is the engine rotation speed sensor of the rotating speed of detection of engine E; S5 representes to detect the velocity transducer of the rotating speed of first live axle 5; S6 representes to detect the oil pressure switch of the oil pressure of clutch unit 3 (being second clutch unit 3b) in this mode of execution; S7 vice shaft speed sensor, S8 representes shaft speed sensor.
As shown in Figure 9, hydraulic control circuit 24 mainly comprises oil circuit and the valve that connects oil pump 31 and fuel feeding object (torque-converters 1, clutch unit 3 etc.), and the electromagnetic coil of this valve of opening and closing.The modulating valve of label 26 expression pilot line pressure among the figure, the linear electromagnetic coil (LSB) of the pilot pressure of 27 expression controlled adjusters 26.The hand control valve that label 32 representes to switch according to the gear (P, R, N, D) of variable-speed motor feed path, the linear electromagnetic coil (LSA) of label 28 expression solenoidoperated cluthes pressure.Through this linear electromagnetic coil (LSA) 28, the clutch pressure of solenoidoperated cluthes unit 3 under the D shelves, the clutch pressure that control RVS clutch is used under the R shelves is controlled the loine pressure of carrying out pressure regulation by modulating valve through linear electromagnetic coil (LSB) 27.
According to this mode of execution, regulation unit 23 is connected to from oil pump 31 to torque-converters 1 oily circulation path midway.Fuel feeding (working oil) amount of this regulation unit 23 31 pairs of torque-converters 1 of restriction oil pump when idling stops rear engine control unit 22 and pilots engine E is preferentially to clutch unit 3 fuel feeding.
More particularly; Regulation unit 23 is made up of hydraulic valve mechanism, and this hydraulic valve mechanism has when common the first feed path 23a to torque-converters 1 fuel feeding, forms the porose valve 23c that comes this first feed path of opening and closing 23a with the second feed path 23b of restriction fuel delivery with through hydraulic pressure.The on-off action of valve 23 carries out through electromagnetic coil (SHA) 29 and electromagnetic coil (SHB) 30.In addition, in the regulation unit 23 of this mode of execution, valve 23c is always pushed to make the first feed lines 23a to become the direction of closed condition by spring.In this mode of execution; When idling stops afterwards piloting engine E through control unit of engine 22; The fuel delivery of 31 pairs of torque-converters of regulation unit 23 restriction oil pumps, but can forbid this fuel delivery and torque-converters 1 is not carried out any fuel feeding, and preferentially to clutch unit 3 fuel feeding.
As shown in figure 10, Clutch Control unit 4 constitutes and can come at random to make the hydraulic valve mechanism work that constitutes regulation unit 23 according to pattern control electromagnetic coil (SHA) 29 and the electromagnetic coil (SHB) 30 that set.Mark among the figure " zero " expression electromagnetic coil is an electricity " unlatching ", and mark " * " expression electromagnetic coil is an electricity " closing ".In addition, " loine pressure " expression loine pressure is directly inputted to clutch unit 3, " LSA " expression linear electromagnetic coil (LSA) 28 solenoidoperated cluthes pressure.
Figure 11 shows deceleration at vehicle, stop with accelerating process in the sequential chart of control of control unit 4.Can find out through this sequential chart; When after idling stops, piloting engine E; Switch through control electromagnetic coil (SHA) 29 and electromagnetic coil (SHB) 30 makes regulation unit 23 work, and the fuel delivery of 31 pairs of torque-converters 1 of restriction oil pump is preferentially to clutch unit 3 fuel feeding.
Detecting the setting oil pressure with oil pressure switch S6 is condition; Remove the state of the fuel delivery of regulation unit 23 restrictions (when forbidding too) 31 pairs of torque-converters 1 of oil pump; And return to the common state (that is, the state of first feed path 23a unlatching) of oil pump 31 to torque-converters 1 fuel feeding.In this case, oil pressure switch S6 has constituted detection unit, the oil pressure that its detection imposes on clutch unit 3 detect this clutch unit 3 (in this mode of execution, second clutch unit 3b) whether become transmission of power maybe state.
According to this mode of execution; Has the clutch unit 3 of detection (in this mode of execution; Second clutch unit 3b) whether becomes transmission of power possibility status detection unit (oil pressure switch S6), and after this detection unit (oil pressure switch S6) detects transmission of power possibility state, remove 23 pairs of fuel feeding quantitative limitations of regulation unit (or forbidding).Detection unit is not limited to oil pressure switch S6, can be oil pressure sensor etc.In addition; If detect other detection means whether clutch unit 3 becomes transmission of power possibility state; For example; Can measure from transit time that engine start begins and according to this transit time and estimate that (detection) transmission of power maybe state; Can the detection of engine rotating speed and estimate that according to this engine speed (detection) transmission of power maybe state, perhaps can calculate the slip of second clutch unit 3b and estimate the possible state of (detections) transmission of power according to this slip.
As stated; Possibly remove 23 pairs of fuel feeding quantitative limitations of regulation unit (or forbidding) behind the state in detection to transmission of power; Therefore during the engine start after idling stops; Can be rapidly and successfully to clutch unit 3 fuel feeding, and when the starting of vehicle, can bring into play the torque enlarging function that torque-converters 1 is had to greatest extent.In addition, according to this mode of execution, be right after the engine start after idling stops after, only make second clutch unit 3b work, detect transmission of power at detection unit (oil pressure switch S6) and possibly make first clutch unit 3a work behind the state.Thus, compare with the situation of second clutch unit 3b both sides' fuel feeding to first clutch unit 3a during with engine start after idling stops, can be more rapidly and successfully to second clutch unit 3b fuel feeding.
In addition, in this mode of execution, passed through the stipulated time when above in idle stop state, no matter whether the operation of stepping on of gas pedal is arranged, control unit of engine 22 E that all automatically pilots engine.Thus, air gets in torque-converters 1 or the hydraulic control circuit 24 in a large number, the driving responsiveness variation when preventing to pilot engine after idling from stopping through the scheduled time is above can to avoid idle stop state.
Also can substitute regulation unit 23, and as shown in figure 12, during engine start after idling stops, control linear electromagnetic coil (LSB) 27 and the loine pressure that raises and regulate by modulating valve 26.In this case, also preferably detection unit (oil pressure switch S6) detect transmission of power maybe state after, regulating and controlling valve 27 is to revert to this loine pressure general value (referring to the loine pressure setting item among Figure 12).
The control content of the control unit of engine 22 of above-mentioned mode of execution then, is described with reference to the flow chart of Figure 13.
At first, judge whether to have lighted fire (S1).If lighted, then get into S2, judge whether to be in during idling stops.Be in during idling stops if being judged as, then judge whether to have stepped on gas pedal (S3).Stepped on gas pedal if be judged as, then got into S4, piloted engine.
On the other hand,, then get into S5, judge whether the speed of a motor vehicle increases if in S3, be judged as the pedal of not stepping on the throttle.If the speed of a motor vehicle increases, then get into S4, pilot engine, if the speed of a motor vehicle does not increase, then get into S6, judge whether the idling stop time has passed through the stipulated time.If the idling stop time has been passed through the stipulated time in S6, then get into S4, pilot engine, if do not pass through the scheduled time, then get into S7, judge whether the speed of a motor vehicle is " 0 " (that is, stopping).If in S7, be judged as the speed of a motor vehicle " 0 ", then get into S8, judge whether to have removed braking, if removed braking, then get into S4, pilot engine.
If in S2, be judged as not in idling stops, then getting into S9, judge whether to be in the engine start, be in the engine start if be judged as, then get into S10, judge whether engine start is accomplished.Accomplish if in S10, be judged as engine start, then get into S11, carry out engine running (driving of motor), also do not accomplish, then get into S4, carry out engine start if be judged as engine start.
If in S9, be judged as not in engine start (being in the engine running), then get into S12, judge whether the gear ratio of stepless speed changer (automatic speed variator 25) is more than the predetermined value.If in S12, be judged as gear ratio is more than the predetermined value; Then get into S13; Judge whether idle stop state (speed of a motor vehicle is that predetermined value is following, water temperature and oil temperature are above for predetermined value, do not have various conditions such as fault) is set up; If the gear ratio of stepless speed variator 25 is not more than the predetermined value; Then get into S11, carry out engine running (driving of motor).Set up if in S13, be judged as idling-stopping condition, then get into S14, become idle stop state.
The control content of the Clutch Control unit 4 of above-mentioned mode of execution then is described with reference to the flow chart of Figure 14.
At first, judge whether to be in idling stop in (S1), if be in during idling stops, then closing second clutch unit 3b (S2), close first clutch unit 3a (S3), and close flow (S4) torque-converters 1.On the contrary,, then get into S5, judge whether to be in the engine start,, then get into S6, judge to begin whether to have passed through the scheduled time from engine start if be in the engine start if in S1, be judged as not in idling stops.
Begin not pass through the scheduled time if in S6, be judged as from engine start; Then get into S7, judge whether engine speed is more than the predetermined value, if engine speed is not more than the predetermined value; Then get into S8, judge whether oil pressure switch S6 (detection unit) opens.If oil pressure switch S6 (detection unit) does not open, then get into S9, judge whether the clutch slip is more than the predetermined value, if the clutch slip is not more than the predetermined value, then gets into S10, make second clutch unit 3b work.In S10, make after the second clutch unit 3b work, get into S3 and S4.
On the other hand; In S6, be judged as from engine start and begun to pass through under the situation of the scheduled time; In S7, being judged as engine speed is under the situation more than the predetermined value; In S8, be judged as under the situation of oil pressure switch S6 (detection unit) unlatching; In S9, being judged as the clutch slip is under the situation more than the predetermined value; Get into S11, make second clutch unit 3b work.Then, in S12, make after the first clutch unit 3a work, in S13, open flow torque-converters 1.
If in S5, be judged as not in engine start (being in the engine running), then get into S14, judge whether the pedal of not stepping on the throttle.If do not step on the throttle pedal, then get into S15, judge whether to be in the deceleration.Be in the deceleration if in S15, be judged as, then get into S16, judge whether the speed of a motor vehicle is lower than predetermined value; If the speed of a motor vehicle is lower than this predetermined value; Then in S17, make second clutch unit 3b work, in S18, close first clutch unit 3a, and in S19, close flow torque-converters 1.In addition, not step on the throttle pedal (that is, having stepped on) if in S14, be judged as; Then in S15, be judged as and be not to slow down, and in S16, be judged as the speed of a motor vehicle when not being lower than (that is, being higher than) predetermined value; Get into S11, make second clutch unit 3b work, get into S12 and S13 afterwards.
According to above-mentioned mode of execution; When idling stops rear engine control unit 22 and pilots engine E; Limit or forbid the fuel feeding of 31 pairs of torque-converters 1 of oil pump; And, therefore can be applied to have the vehicle of torque-converters 1 preferentially to clutch unit 3 (in this mode of execution, second clutch unit 3b) fuel feeding; And when after idling stops, piloting engine E; Rapidly and fully to clutch unit 3 fuel feeding, thereby need not electric oil pump, reduced cost.
In addition; Regulation unit 23 is made up of hydraulic valve mechanism; This hydraulic valve mechanism comprises: in the time of usually to the first feed lines 23a of torque-converters 1 fuel feeding, limit or forbid the second feed path 23b of this fuel delivery and through hydraulic pressure opening with close the valve 23c of the first feed lines 23a, therefore can be rapidly and successfully switch in restriction or between forbidding the state of torque-converters 1 fuel feeding and this restriction of releasing or the state forbidden.In addition; Valve 23c is always pushed to make the second feed lines 23b become opening state by spring and makes the first feed lines 23a become the direction of closed condition, therefore can be irrelevant and limit reliably or forbid the fuel feeding to torque-converters 1 with the action response property of valve 23c during the engine start after idling stops.
Next second mode of execution of the present invention is described.
Same with first mode of execution; The power transmitting deice of this mode of execution is used for wheel (driving wheel) is transmitted or breaks off the driving force of automobile (vehicle) motor (driving source); And as depicted in figs. 1 and 2, mainly comprise torque-converters 1, clutch unit 3, oil pump 31, Clutch Control unit 4, control unit of engine 22, regulation unit 23, first live axle 5, second live axle 6, damping mechanism 7 and three-clutch unit 8.Mark identical label with the same constituting component of first mode of execution, and omitted its detailed description.
In this mode of execution, as shown in figure 15, pressure accumulation unit 33 is set at from oil pump 31 to clutch unit 3 oily circulation path midway.This pressure accumulation unit 33 is by can constituting the accumulator that oil carries out pressure accumulation, and constitutes when idling stops rear engine control unit 22 and pilots engine E, emits the oil of pressure accumulation in pressure accumulation unit 33 and is supplied to clutch unit 3.Owing to have this pressure accumulation unit 33, during engine start after idling stops, can carry out fuel feeding to clutch unit 3 rapidly and successfully.Label 34 expression safety check among Figure 15.
Figure 16 shows deceleration at vehicle, stop with accelerating process in the sequential chart of the control carried out of Clutch Control unit 4.Visible through this sequential chart; Same with first mode of execution; When after idling stops, piloting engine E; Through the ON/OFF of electromagnetic coil (SHA) 29 and electromagnetic coil (SHB) 30 is controlled; Make regulation unit 23 work; The fuel delivery of 3 pairs of torque-converters 1 of restriction oil pump is preferentially to clutch unit 3 fuel feeding.
According to this mode of execution; To find, when vehicle driving, in pressure accumulation unit 33, oil carried out pressure accumulation, and when after idling stops, piloting engine; Emit the oil of pressure accumulation, preferentially to clutch unit 3 (in this mode of execution, refering in particular to second clutch unit 3b) fuel feeding.In addition, so long as pressure accumulation unit 33 is connected from oil pump 31 to clutch unit 3 oily circulation path midway, emits the oil of pressure accumulation in the time of can after idling stops, piloting engine and be supplied to clutch unit 3, then can be alternate manner.
Next the 3rd mode of execution of the present invention is described.
Same with first mode of execution and second mode of execution; The power transmitting deice of this mode of execution is used for wheel (driving wheel) is transmitted or cuts off the driving force of automobile (vehicle) motor (driving source); And the reverse clutch unit 3 ' c that mainly comprises torque-converters 1, clutch unit 3 ', oil pump 31, Clutch Control unit 4, control unit of engine 22, regulation unit 23, damping mechanism 7 and when vehicle backing, work as shown in figure 17.Constituting component to identical with second mode of execution with first mode of execution has marked identical label, and omits its detailed description.
The clutch unit 3 ' of present embodiment comprises: forward clutch unit 3 ' a; It is worked when vehicle advances; Transmit the driving force (can realize first power delivery status) of engine E to driving wheel D via the drive transmission systems of torque-converters 1; And lock-up clutch unit 3 ' b; It does not transmit the driving force (can realize second power delivery status) of engine E to driving wheel D via the drive transmission systems of torque-converters 1, Clutch Control unit 4 optionally makes forward clutch unit 3 ' a work with lock-up clutch unit 3 ' b according to the state of vehicle and realizes first power delivery status or second power delivery status.
Lock-up clutch unit 3 ' b is made up of lock-up clutch, and it is formed in the torque-converters 1, can connect with the turbine T of this torque-converters 1, under the connection state, constitutes torque-converters capping and turbine and directly connects via clutch plunger.According to this mode of execution, can easily be applied to the vehicle of all the time relatively popularizing with lock-up clutch unit (lock-up clutch).
More than this mode of execution is illustrated; But the invention is not restricted to these; As long as can realize via the drive transmission systems of torque-converters 1 transmit to wheel motor E driving force first power delivery status with not via the drive transmission systems of torque-converters 1 to second power delivery status of the driving force of wheel transmission motor E, then can be any way.
In addition, though variable-speed motor A can use the automatic speed variator beyond this stepless speed changer as stepless speed changer (CVT) in this mode of execution.If this variable-speed motor A is an automatic speed variator, then can easily carries out driving force and regulate and be adjusted to the good travelling state of fuel efficiency.In addition, if as this mode of execution stepless speed changer (CVT) as variable-speed motor A, then can carry out driving force continuously and regulate and be adjusted to the good travelling state of fuel efficiency.
Utilizability on the industry
If have regulation unit (when it stops afterwards to pilot engine through control unit of engine in idling; Restriction or forbid the fuel delivery of oil pump to torque-converters; And preferentially to the clutch unit fuel feeding) power transmitting deice, then the present invention can be applied to the additional power transmitting deice that other function is arranged of each XOR of face shaping.
Label declaration
1: torque-converters
2: variable-speed motor
3,3 ': clutch unit
3a: first clutch unit
3b: second clutch unit
3 ' a: forward clutch unit
3 ' b: lock-up clutch unit
4: the Clutch Control unit
5: the first live axles
6: the second live axles
7: damping mechanism
8: the three-clutch unit
9: output shaft
10: gearbox
11: input shaft
12: cover part
13: the torque-converters capping
14: coupling component
15,16: linkage part
17: housing
18,19: linkage part
20: housing
21: block
22: control unit of engine
23: regulation unit
24: hydraulic control circuit
25: stepless speed changer
26: modulating valve
27,28: the linear electromagnetic coil
29,30: electromagnetic coil
31: oil pump
32: hand control valve
33: the pressure accumulation unit
34: safety check
Claims (according to the modification of the 19th of treaty)
1. power transmitting deice, it comprises:
Torque-converters, it has the torque enlarging function;
Clutch unit; It can be made as first power delivery status and second power delivery status; Wherein, Under said first power delivery status; The driving force of said motor is delivered to said wheel via the drive transmission systems of said torque-converters; Under said second power delivery status, the driving force of said motor be not delivered to said wheel under the situation via the drive transmission systems of said torque-converters;
Oil pump, it can be worked through the driving force of said motor, to said clutch unit and torque-converters fuel feeding, makes this clutch unit and torque-converters carry out work;
The Clutch Control unit, it can optionally make said clutch unit work according to the state of vehicle, realizes said first power delivery status or said second power delivery status; And
Control unit of engine; It can with vehicle become below the preset vehicle speed be condition automatically shutting engine down realize that idling stops; And to have removed brake operating under the state that stops in this idling or to have stepped on gas pedal is that condition is piloted engine, and it is characterized in that:
This power transmitting deice also has regulation unit, and this regulation unit can stop the said control unit of engine in back when piloting engine in idling, limits or forbids the fuel delivery of said oil pump to said torque-converters, preferentially to said clutch unit fuel feeding.
2. power transmitting deice according to claim 1; It is characterized in that; Said regulation unit is made up of hydraulic valve mechanism, and this hydraulic valve mechanism has when common first feed path to the torque-converters fuel feeding, limit or forbid second feed path of this fuel delivery and open and close the valve of this first feed path through hydraulic pressure.
3. power transmitting deice according to claim 2 is characterized in that, said valve always is pushed to and makes said first feed path become the direction of closed condition.
4. according to any described power transmitting deice in the claim 1 to 3, it is characterized in that,
This power transmitting deice also has can carry out the pressure accumulation unit of pressure accumulation to oil, and constitutes and can stop the said control unit of engine in back when piloting engine in idling, the oil of pressure accumulation in this pressure accumulation unit is emitted and is supplied to said clutch unit.
5. according to any described power transmitting deice in the claim 1 to 4, it is characterized in that,
This power transmitting deice also has detection unit; Whether the said clutch unit of this detection becomes transmission of power possibility state; And, after this detection maybe state to transmission of power, remove said regulation unit to the fuel feeding quantitative limitation or forbid.
6. according to any described power transmitting deice in the claim 1 to 5, it is characterized in that the state that stops when said idling has passed through the scheduled time when above, said control unit of engine is automatically piloted engine.
7. according to any described power transmitting deice in the claim 1 to 6, it is characterized in that,
Said clutch unit comprises: the first clutch unit, and it is worked when vehicle advances, and via the drive transmission systems of torque-converters the driving force of said motor is delivered to said wheel; And the second clutch unit, it is worked when vehicle advances, and the driving force with said motor under not via the situation of the drive transmission systems of said torque-converters is delivered to said wheel,
Said Clutch Control unit can optionally make said first clutch unit and said second clutch cell operation realize said first power delivery status or second power delivery status according to the state of vehicle; And when said control unit of engine was piloted engine after idling stops, said Clutch Control unit only made said second clutch cell operation.
8. power transmitting deice according to claim 7 is characterized in that,
This power transmitting deice also has:
First live axle, itself and said first clutch unit connect, and can be rotated by the driving force of said motor via the drive transmission systems of said torque-converters; And
Second live axle, itself and said second clutch unit connect, can be by the rotation of the driving force of said motor under not via the situation of the drive transmission systems of said torque-converters, and
Said first live axle and second live axle form concentric circles.
9. according to any described power transmitting deice in the claim 1 to 6, it is characterized in that,
Said clutch unit has:
The forward clutch unit, it is work when the advancing of vehicle, and via the drive transmission systems of said torque-converters the driving force of said motor is delivered to said wheel, and
The lock-up clutch unit, it is delivered to said wheel with the driving force of said motor under not via the situation of the drive transmission systems of said torque-converters,
Said Clutch Control unit can optionally make said forward clutch unit and lock-up clutch cell operation realize said first power delivery status or second power delivery status according to the state of vehicle.
10. according to any described power transmitting deice in the claim 1 to 9, it is characterized in that, between the power-transmission system from the motor to the wheel of said vehicle midway, said clutch unit and said wheel, be provided with automatic speed variator.
11. power transmitting deice according to claim 10 is characterized in that, said automatic speed variator is a stepless speed changer.
(12. appending), according to any described power transmitting deice in the claim 1 to 11; It is characterized in that;, be provided with said torque-converters and gearbox at power-transmission system midway, in this gearbox, be provided with said clutch unit and variable-speed motor from said driving source to wheel.
Claims (11)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510237457.9A CN104913047B (en) | 2009-03-18 | 2010-03-17 | Power transmitting apparatuses |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009-066746 | 2009-03-18 | ||
| JP2009066746A JP5527873B2 (en) | 2009-03-18 | 2009-03-18 | Power transmission device |
| PCT/JP2010/054514 WO2010107050A1 (en) | 2009-03-18 | 2010-03-17 | Power transmission device |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201510237457.9A Division CN104913047B (en) | 2009-03-18 | 2010-03-17 | Power transmitting apparatuses |
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| Publication Number | Publication Date |
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| CN102356255A true CN102356255A (en) | 2012-02-15 |
| CN102356255B CN102356255B (en) | 2015-06-10 |
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| CN201510237457.9A Expired - Fee Related CN104913047B (en) | 2009-03-18 | 2010-03-17 | Power transmitting apparatuses |
| CN201080012326.6A Expired - Fee Related CN102356255B (en) | 2009-03-18 | 2010-03-17 | Power transmission device |
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| CN201510237457.9A Expired - Fee Related CN104913047B (en) | 2009-03-18 | 2010-03-17 | Power transmitting apparatuses |
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|---|---|
| US (2) | US8323148B2 (en) |
| JP (1) | JP5527873B2 (en) |
| CN (2) | CN104913047B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105164448A (en) * | 2013-03-19 | 2015-12-16 | 株式会社F.C.C. | Power transmission device |
| CN105276171A (en) * | 2014-06-16 | 2016-01-27 | 福特全球技术公司 | Transmission and hydraulic control system |
| CN107923452A (en) * | 2015-08-10 | 2018-04-17 | 舍弗勒技术股份两合公司 | Torque transmission device |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
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Also Published As
| Publication number | Publication date |
|---|---|
| US20120067685A1 (en) | 2012-03-22 |
| JP2010216624A (en) | 2010-09-30 |
| WO2010107050A1 (en) | 2010-09-23 |
| JP5527873B2 (en) | 2014-06-25 |
| CN104913047A (en) | 2015-09-16 |
| CN102356255B (en) | 2015-06-10 |
| US8758198B2 (en) | 2014-06-24 |
| US20130045834A1 (en) | 2013-02-21 |
| DE112010001208T5 (en) | 2012-12-13 |
| CN104913047B (en) | 2017-04-12 |
| DE112010001208B4 (en) | 2020-03-26 |
| US8323148B2 (en) | 2012-12-04 |
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